Internal-combustion engine.



No. 801,645. PATENTED 0GT.10,1905.

A. B. OALKINS. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED OCT. 24, 1904.

4 SHEBTS-SHEET 1 PATENTED OCT. 10, 1905.

4 sums-sum a.

M ATTORNEYS f INVENTOR A. B. CALKINS. INTERNAL COMBUSTION ENGINE.

APPLIOATIOH FILED 00134, 1904.

No. 801.6%. PATENTED OCT. 10, 1905.

A. B. GALKINS. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED 00124, 1904.

4 SHEETS-SHEET 4.

f v v N in 8 H E 5i IP11 I v INVENTOR WITNESSES: I Q M Q) amv' M ar 5 ATTORNEYS ALMON B. CALKINS, OF BELLEVILLE, NPDV JERSEY.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Oct. 10, 1905.

Application filed October 24, 1904. Serial No. 229,707.

0 all whom it may concern:

Be it known that I, ALiioN B. (JALKINs, acitizen of the United States of America, and a resident of Belleville, county of Essex, State of New Jersey, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specification, reference being had to the accompanying drawings, forming a part thereof.

My invention relates to internal-combustion engines, and particularly to engines of the multicylinder type.

The main object of my invention is to obtain a power-stroke for each revolution of an engine of the four-cycle type or two powerstrokes for each revolution of an engine of the two-cycle type without unduly complicating or adding to the size and weight of the engine. To this end I employ two cylinders coupled together and operating directly upon a single crank in a novel manner.

Two-cylinder engines have been heretofore generally of two classes, one with opposed cylinders having the crank-shaft between them and the other with the cylinders arranged in tandem, the pistons connected together and provided with a piston-rod passing through the front head of the cylinder nearer the crank-shaft. One of the great objections to the first type is the amount of space that it occupies with respect to the power generated. Further, in this design there are many parts which have to be duplicated, which lends complication to the structure and increased weight as well as bulk thereof. In engines of the latter strueture that is, employing tandem cylindersgreat difficulty has been experienced in maintaining a properly-packed joint around the piston-rod where it passes through the cylinderhead a diiiiculty which has proved so far almost insurmountable. \Vith the enormouslyhigh pressures and temperatures in a cylinder of this type the usual packing for this purpose is worthless, and no packing has yet been constructed which will properly withstand the wear and tear under such condition.

In my engine I employ tandem cylinders on one side of the crank-shaft, but obviate the employment of a packed cylinder-head by connecting the pistons together to a stationary support and then connecting the cylinders together by suitable means, employing the cylinders themselves as the reciprocating element and connecting them to the crank-shaft by the employment of an ordinary connecting-rod. This construction and design is simple and effective. It occupies a minimum of space, while giving a maximum of efficiency. It avoids the use of a cross-head and bearings therefor, such as are necessary in the ordinary tandem type of engine above referred to, thereby reducing the over-all length of action by just so much, the cylinders themselves acting as a cross-head, being supported on a guide by the pistons.

In carrying out my invention 1 preferably employ a cam-shaft arranged concentrically of the stationary portion which supports the pistons and arrange the intake and exhaust valves directly upon the pistons instead of in the cylinders, as is usual. Thus I obtain a direct operation of the valves from the centrally-arranged cam-shaft in a simple and effective manner.

My invention also consists in certain improved means for conducting water to the jackets of the cylinders, whereby the same may be water-cooled, such means permitting free reciprocation of the cylinders as is required.

My invention also consists in certain novel details of construction and combination of parts, as will hereinafter be more fully pointed out.

1 will now proceed to describe an engine embodying my invention and will then point out the novel features in claims.

In the drawings, Figure l is a view in side elevation of an engine embodying my invention. Fig. 2 is a partial top view and a view partially in central horizontal section of the same. Fig. 3 is a view in central vertical longitudinal section of the same. Fig. i is a detail view in central longitudinal section through a portion of the piston, showing certain parts of the valve mechanism, the plane of section being substantially upon the line 4 a of Fig. 5. Fig. 5 is an end view of one of the pistons employed. Fig. 6 is a view in transverse section of the engine, the plane of section being taken substantially upon the line 6 6 of Fig. 1. Fig. 7 is a view in transverse section of the engine, the plane of section being taken substantially upon the line 7 7 of Fig. 1. Fig. 8 is a top viewofcertain parts of the engine, showingparticularly the electrical connections between the sparking devices and the commutator.

The engine illustrated comprises generally a framework 1, a stationary header 2, secured thereto, pistons 3 3, secured to the header,

cylinders 4 4, secured together by means of a yoke 5, a connecting-rod 6, connected to the cylinder and to a crank 7, forming a part of a crank-shaft 8, and a fly-wheel 9. The pistons 3 are rigidly secured to and supported by the stationary header 2 and project forwardly and rearwardly therefrom. The cylinders 4 are mounted on said pistons and reciprocate thereon the yoke-frame 5 for said cylinders and which connects them together, being guided by portions of the stationary header 2, as will be understood particularly by reference to Figs. 2, 3, and 7 of the drawings. The yoke 5 is a frame provided with end heads, into which the inner ends of the cylinders are screwed, the intermediate portions forming with the stationary header slides and guides by which the cylinders and yoke are prevented from turning. The outer end of the cylinder nearer the crank-shaft 8 is provided with suitable lugs 10, to which a wrist-pin 11 is secured, such pin receiving the inner end of the connecting-rod 6.

The stationary pistons 3 carry the inlet and exhaust valves, each piston being provided with an inlet-valve 12 and an exhaust-valve 13. The preferable valve construction is shown in enlarged detail in Fig. 4, and all of the valves being substantially alike a description of one will sufiice for all. Such a valvecomprises a hollow tubular stem 14, fitted to a cylinderbore 15 in the piston, said tubular stem 14 carrying at one end a valve-head 16, the face of which is fitted to a suitable seat 17 in the piston, and at its opposite end the said tubular stem isshouldered, as at 18. Aspiral spring surrounds the tubular stem at its shouldered end, bearing at one end against the said shoulder and at the other end against a shoulder 19, forming the base of a recess or counterbore in the piston. At its outer end the valvehead 16 is provided with a lug 20, arranged to receive and operate a lever 21, said operating-lever pivoted at 22 to a portion stationary with the piston. An operating pin or stem 23 is mounted to slide longitudinally in the said piston, the outer end of said stem arranged to bear against the lever 21 and operate same. The stem passes clear through the piston and at its inner end is arranged to engage suitable operating-cams. It will be understood, of course, that there is one stem for each valve employed, as will be seen by reference to the drawings. When the stem is forced outwardly, the valve will be lifted from its seat against the tension of the spring 19, while when released the spring will return the said valve to its seat.

The cam-shaft 24 passes centrally through a central transverse opening 25 in the stationary header 2, being mounted in suitable bearings, as shown. The cams 26 upon the shaft are located within the orifice and in a line with the operating-stems 23. The operatingstems for the two pistons are preferably arranged out of line with each other, (see Fig. 2,) so that the cams may be placed side by side, and thus give a direct thrust. The cam-shaft is driven by means of suitable gearing connecting with the main or crank shaft 8 of the engine, such gearing in this instance comprising a set of bevel-gears 27, a longitudinal shaft 28, and a pair of miter-gears 29. The commutator 30 is also preferably arranged upon the said cam-shaft 24 and is provided in the construction herein with two vertically-arranged brushes 31 and 32, from which wires connect with terminals 33 34, secured to but insulated from the framework 1. The cylinders are provided with spark-plugs 35 36, and rods 37 38, secured to the terminals 33 34, maintain sliding contact with one of the spark-plug elements, as will be seen by reference to Fig. 3, in which one of the sparkplugs is shown in section. By this means contact will be maintained between the terminals 33 34 and their respective spark-plugs during reciprocation of the cylinders, and the commutator will, as is usual, close circuit through one or other of the spark-plugs at the proper moment to give ignition of the explosive charge within the cylinder.

The explosive mixture is admitted from a suitable source of supply through an inlet-pipe 39, which communicates through branches 40 with inlet-chambers 41 in the stationary header, such inlet-chambers connecting with the inlet-valves 12 through the hollow stems thereof. The exhaust-valves 13 communicate through their hollow stems with chambers 42, which discharge through suitable dischargepipes 43.

The cylinders 4 4 are water-jacketed, as is usual in internal-combustion engines; but as the cylinders reciprocate some means must be provided for maintaining the water connections thereto during reciprocation, and for this purpose I have provided the cylinders with sockets 44, arranged to receive the inner ends of pipe branches 45, connecting with a common inlet46. The ends of the branches 45 are received within the sockets 44, and suitable packing-boxes 47 are provided at the ends of the sockets 44 for preventing leakage, During reciprocation of the cylinders the sockets 44 will be moved with respect to the pipe branches 45, but will always remain in sliding engagement therewith, and the sockets being in communication at their near ends with the water-chambers inclosed by the cylinder-jackets free circulation of water will be permitted at all times.

It will be obvious that the foregoing is but one embodiment of my invention and that the same is capable of many and varied modifications within the spirit and scope of my invention, and, further, that certain parts may be employed in connection with other parts of different construction. Hence I do not desire to be limited only to the precise details of construction and combination of parts therein.

\Vhat I claim is-- 1. In an internal-combustion engine, the combination with stationary pistons arranged axially in line with each other, and means supporting their inner ends, of reciprocating cylinders surrounding said pistons, means connecting the cylinders together, a crank-shaft, and means connecting said cylinders in driving relation with said crank-shaft.

2. In an internal-combustion engine, the combination with a stationary header and two pistons secured thereto and facing in opposite directions, of reciprocating cylinders surrounding said pistons, a yoke connecting said cylinders across said header, a crank-shaft and means connecting the cylinders in driving relation therewith.

3. In an internal-combustion engine, the combination with a stationary header having inlet and exhaust chambers therein, stationary pistons supported by said header having passages therethrough in communication With said inlet and exhaust chambers, and means for controlling said passages. of reciprocating cylinders surrounding said pistons, a crank-shaft, and means connecting said cylinders in driving relation with said crank-shaft.

&. In an internal-combustion engine, the combination with a stationary header, of two separate and separable pistons individually secured to said header, said header having inlet and exhaust chambers, and said pistons forth.

having inlet and exhaust passages communicating with said chambers, valves mounted in said pistons for controlling said passages, reciprocating cylinders connected together and fitted to said pistons, a crank-shaft and means for converting the reciprocating movement of said cylinders into rotary movement of the crank-shaft.

5. In an internal-combustion engine, the combination with stationary pistons and reciprocating cylinders, said pistons provided each with an inlet and an exhaustchannel running longitudinally therethrough, of inlet and exhaust valves having hollow stems titted to said channels, said valves spring-pressed in one direction, and means for moving the valves in the other direction against spring-pressure.

6. In an internal-combustion engine, the combination with a stationary header, stationary pistons secured to said header and extending in opposite directions therefrom, and reciprocating cylinders connected together and fitted to said pistons, of inlet and exhaust valves carried by said pistons, a cam-shaft mounted transversely of said header, and operating mechanism between said cam-shaft and said valves, substantially as set forth.

7. In an internal-combustion engine, the combination with a stationary header, stationary pistons secured to said header and extending in opposite directions therefrom, and reciprocating cylinders connected together and fitted to said pistons, of inlet and exhaust valves carried by said pistons and longitudi nally movable with respect thereto, a camshaft mounted transversely through said headcr, cams on said cam-shaft, operatingstems engaging said cams at one end, and operating-levers for said valves engaging said stems at their other ends, substantially as set ALMON B. GALKINS.

\Vitnesses:

NED OLIVER, JULIUS S'rmm. 

